Electric railway.



No. 686,644. I Patented Nov. I2, I90I.

L. WOODS.

ELECTRIC RAILWAY.

(Application filed Novfs, 1900.

(No Model.)

Ligz.

WITNESSES: INVENTOR THE yonnls vsrzns ca, PHOYO-LITNO.. WASMINGTON, o.c.

UNITED STATES PATENT OFFICE.

LYATES \VOODS, OF NEWV YORK, N. Y., ASSIGNOR, BY MESNE ASSIGNMENTS, TONATIONAL SAFETY THIRD RAIL COMPANY, A CORPORATION OF WEST VIRGINIA.

ELECTRIC RAIL WAY.

SPECIFICATION forming part of Letters Patent No. 686,644, dated November12, 1901.

Application filed November 3,1900. Serial No. 35,315- (No model.)

To aZZ whom it may concern.-

Be it known that I, LYATES Woons,a citizen of the United States, and aresident of New York, in the county of New York and State of New York,have invented certain new and useful Improvements in Electric Railways,of which the following is a specification.

My invention relates to improvements in that type of electric railwaysin which the current main or feeder supplying the propelling-current ispreferably buried or insulated throughout the length of the entire routeand is provided with normally-dead sectional trolley or work conductorsor rails located parallel thereto and preferably between the lines oftram-rails and nearly flush with the sur face of the road-bed, each ofsaid sectional conductors having means (preferably located inwater-tight boxes outside of the road-bed) for automatically connectingit to the current-feeder main and disconnecting it therefrom as a car orvehicle passes over them, said car or vehicle being usually providedwith one or more contact brushes or trolleys which serve to convey thecurrent to and through the propelling-motor located on the car.

My invention has'for its objects, first, to render the switch-actuatingmagnets absolutely certain of action,and,second,to provide a completesystem in which absolute safety to the apparatus, to persons, andanimals is assured. These two objects are secured by the apparatushereinafter described, the features I deem novel with me beingparticularly specified in the claims which follow this specification.

Referring now to the drawings, in which similar letters and figures ofreference represent corresponding parts, Figure l is a diagrammatic viewof my improved system as applied to a single line of trolley-conductors,together with the circuits and circnitconnections of the apparatuscarried by a propelled car or vehicle. Fig. 2 is a diagrammatic planview of sectional trolley-conductors,the tram rails, &c. Fig. 3 is anenlarged side view of a leak-circuit device whose normal position isbetween the adjacent ends of two sectional trolley-conductors, ashereinafter set forth.

-In Fig. 1, A represents the electrical generator. B is thecurrent-feeder main leading therefrom. O is the currentreturn mainleading to said generator. D is one of the tram-rails over which thecurrent passes from the driving-motor over said return-conductor to saidelectrical generator. E is the cardriving motor, which operates betweenthe car-wheel F and trolley G. The controller device H is preferablyarrangedin circuit between said motor E and the aforesaid trolley. I Iare the sectional or trolley conductors which when out into the circuitconvey current from the feeder Bto said car-driving motor. J J J areleak-circuit devices which have circuit connections to the aforesaidreturn-main. 2 and 3 are the armatures of the motor-generator. I and 5are the fieldmagnets of said motor-generator. triple-dutyelectromagnetic devices, each of which when energized by current flowingthrough its coil or coils will pick up or close the circuit-between onesectional or trolley conductor and the feeder-main, then open thenormally-closed circuit between the said conductor and the return-main,and will thereafter force said circuits to assume their normalcondition, when the said current ceases to flow. These triple-dutydevices are preferabl y solenoid-cores N N, which attract and draw upthe magnetic bell-crank levers O 0', respectively, and at appropriatetimes to close the circuit between the trolley-conductors and thefeeder-main. P P are switches through which the aforesaid sectionalconductors and the said triple-duty apparatus M M are normally connectedto the earth or return-main.

In Fig. 2 I have shown the sectional workv adjacent ends of each two ofsaid trolley-conductors I have arranged transversely to the tram-rails aleak-circuit or shunt device J,

MMare..

which is permanently connected to the return-circuit. The object of theleak-shunt is to prevent the current from leaking or creeping forward orbackward from live trolley-conductors beneath the car to adjacentexposed trolley-conductors in front or rear thereof. These leak-shuntsprevent damage from leaks in the following manner: Suppose that upon arainy day the adjacent ends of two sectional or trolley conductorsnearest the car are covered with water. It is possible under such acondition and in the absence of the leak-shunt device that a smallportion of the current might leak or creep forward or backward somesections. Consequently a person or animal might receive a shock. With myleak-shunt arrangement, however, this is utterlyimpossible, inasmuch asthe leak-shunt offers such a low resistancepath that the leaking currentcannot pass it and take a path of higher resistance. The three sectionalwork or trolley conductors shown in Fig. 2 have their circuits groupedtogether and run into box WV, which is preferably placed outside of theroad-bed and contains the electromagnetic switch or pick-up apparatusfor the said three work-conductor sections. It will be observed that theshunt device, Fig. 3, has an opening X. In practice the distance acrossthis space is much less than the distance between the adjacent ends ofany two of the trolley-conductors between which the said shunt device islocated, thereby making the path from the live trolley-conductor to theshunt device of lower resistance than the path between the adjacent endsof two trolley-conductors. The space between the adjacent ends of twosec tional work or trolley conductors and the aforesaid space at X inthe shunt device may be filled with any suitable hard insulatingmaterial, such as stone.

The operation of the system is as follows: Suppose that a car is nowstanding over the triple-duty electromagnetic pick-up apparatus at M andis being supplied with current through the same. The path of the currentis then as follows: Starting from generator A the current passes overfeeder-main B, conductors 6, 7, and 8, bell-crank 0, contacts V,conductor 9, solenoid-coil 10, conductor 11, trolley-conductor I,trolley G, and lever H. Here the current divides. A large portion passesover rheostat 13, conductor 14, motor E, conductor 15, car-wheel F, railD, conductors 16, 17, and 18, return-main O, to generator A. The smallportion of the divided current passes from lever H over contact 19,conductor 20, to the motor-generator, where another division of thecurrent takes place. The field part 5 and the armature part 3 being inshunt to each other each takes its appropriate portion of this current,after which these parts of the current will unite at conductor 21 andthen join the larger portion on conductor 14. The current passing, asdescribed, through parts 3 and 5 of the motor-generator causes thatportion of the machine to act as a motor, and thereby drive the armaturepart 2, which then acts as a generator and furnishes current whichcharges storage battery K, the storage-battery circuits being asfollows: The circuit from part 2 of the motorgenerator starts from thelower brush thereof and passes over conductor 22, across the contacts atswitch part 23,(which is insulated from switch part 24 by insulation25.) Thence the current passes through battery K, and thence to theupper brush of part 2 of the motor-genorator. If switch 27 is closed, asshown, some of the current will be shunted through lamps L, therebylighting them. The field part 4 is preferably a permanent magnet havinga field-coil which is cut into the main circuit in shunt to thedriving-motor E, thereby maintaining the strength of the said permanentmagnet. The terminals of the coil on field part 4 connect as follows:Conductor 28 (which is one of said terminals) connects with conductor 15near wheel F. The other terminal is conductor 29, and it terminates incontact 30. The object of the permanent magnetic field is to insure afield of non-changeable polarity, and it also acts as an aid to theinstantaneous action of the apparatus when the same is needed. Now aslever H is moved toward the right to give motor E more current it makesconnection with contact 30 and cuts out resistance 13. The car issupposed to be moving from right to left. Trolley G passes over theinsulation between the adjacent ends of trolley-conductors I and I andthen makes contact with conductor I before connection is broken betweenthe trolley and conductor I. Then current is shunted from the trolley Gover trolley-conductor I, conductors 11 and 31, pick-up coil 32,conductor 33, switch P, contacts S, conductors 17 and 18, return-main Oto generator A. Core N will thus become energized, and after attractinglever 0 will quickly move upward and simultaneously carry upward thefork U of lever O. This movement causes the vertical end of thebellcrank lever O to connect the contacts at V, thereby making anelectrical connection between the feeder B and trolley G, as follows:Current leaves feeder B and passes along conductors 6, 7, and 8,bell-crank 0, contacts V, conductor 9, coil 10, conductor 11, and rail Ito trolley G. A small portion of the current after flowing through coil10 shunts through conductor 31, coil 32, conductor 33, switch P,contacts S, conductors 17 and 18, and return-main C. In the meantime thefork U has continued its upward movement and immediately after theabove-described circuits have been established the lower tine of thefork U strikes the insulated lever end T of switch P and moves the sameuntil the contacts at S are separated, and thereby opening the circuitthrough the initially-operating coil 32. After the opening of thiscircuit the end T of switch P is brought against the stop 40, and thusallowing core N to continue its upward motion if it becomes separatedfrom the fork U, in which case the apparatus at M will have assumed thesame position as the parts shown at M. Trolley G must always be longenough to span the space between two adjacent trolley-conductors, sothat it touches and travels some distance on the secondtrolley-conductor before it leaves the first one. Now as trolley Gprogresses toward the left it leaves the sectional conductor I, therebyopening the circuit through the solenoid at M, thus permitting core N toreverse its action upon the fork U, thereby incidentally forcing itdownward until the contacts at V are opened, and then by the furtherdownward movement of core N and fork U switch P is forced to close thecontacts at S, thereby again completing the normally-dead circuitthrough the initially-operating coil N. It should be understood thatduring the time in which said fork U is acting to close or open thecircuits there is an interval in which said switch P is not moved.During that time it is held closed by the looking friction of thecontacts at S or held open by the weight R. Some such means must beprovided whereby switch P is caused to remain quiescent during saidintervals; otherwise the contacts at S are liable to close before thecontacts at V are open, in which case the apparatus would begin avibratory action which would be maintained by the current shunting fromthe feed-main and through the pick-up coils. When the entire apparatusis at rest and the machinery is about to be started, lever H is moved tothe first position, where it closes the battery-circuit, preferablybefore the opposite side of the motor-generator has its circuit closed.Thereby the counter electromotive force in the battery-circuit isquickly raised to its highest point, and thereby preventing waste of thebattery-current. After the battery-circuit is closed then the controllermoves to a position where the part 3 of the motor-generator and thetrolley G are connected in the circuit, and such relation may bemaintained between them as long as it is necessary.

I do not limit my invention to the exact arrangement of the circuits andapparatus shown and set forth herein.

Having thus described myinvention, what I claim as new is 1. In anelectric railway, the combination with the feeder, of a series ofnormally dead work or trolley conductor sections, an electromagneticswitch for each trolley-conductor section, a connect-ion from eachtrolleyconductor section to ground or return and including aninitially-energizing coil for actuatin g thetrolley-conducto r-sectionswitch and an automatic switch for controlling said ground or returnconnection, the said automatic switch being mechanically actuated by thesaid electromagnetic switch, and a connection from eachtrolley-conductor section to the feeder and including a coil for holdingthe trolley-conductor switch closed, each of said electromagneticswitches being opened and closed by a loose solenoid-core.

2. In an electric railway, the combination with the feeder, of a seriesof normally dead work or trolley conductor sections, an electromagneticswitch for each trolley-conductor section,a connection from eachtrolley-conductor section to ground or return and includ ing aninitially energizing coil for actuating the trolley-00ndactor-sectionswitch and an automatic switch for controlling said ground or returnconnection, the said automatic switch being opened and closed by themechanical action of the said electromagnetic switch,a connection fromeach trolley-conductor section to the feeder and including a coil forholding the trolley-conductor switches closed, and means for openingsaid trolley-conductor switch immediately after the trolley-conductor isout of use.

3. In an electric railway, the combination with the feeder, of a seriesof normally dead work or trolley conductor sections, normally openelectromagnetic switches between the feeder and said sections, a coilconnected to each of said sections to initially actuate one of saidswitches, normally closed mechanically-actuated switches in circuit witheach of said coils and connecting the same to ground or to thereturn-main, a second coil connected to each work or trolley conductorsection and which, after the initially-acting coil is cut out, controlsthe switch in its own circuit and the switch in the circuit of the coilconnected with the ground or return-main, the

said switch in the ground-circuit being controlled indirectly by saidcoil, through the mechanical action of the switch in circuit with saidcoil, and means for forcing said switches in both circuits to assumetheir normal conditions when said coils in both circuits are dead, eachof said normally open switches being opened and closed by oneelectrically-controlled device.

4. In an electric railway, the combination with the feeder, of a seriesof normally dead work or trolley conductor sections, normally openelectromagnetic switches between the feeder and said work-conductorsections, an electrical connection between two of said switches, anelectrical conductor leading from said connection to ground orreturn-main, coils connected with the said sections for initiallyactuating said switches, normally closed mechanicall-yactuated switchesin circuit with said coils, an electrical connection between two of saidclosed switches, an electrical conductor leading from the latterconnection to the feeder-main, coils connected with the work-conductorsections for temporarily holding closed the normally open switches andtemporarily holding open the,

normally closed switches, the action of said coils upon said closedswitches being through the mechanical operation of said electromag- IIOnetic switches, and devices cooperating with said coils whereby saidswitches are compelled to assume their normal positions when said coilsbecome dead.

5. In an electric railway, the combination with the feeder, of a seriesof normally dead work sectional conductors, normally openelectromagnetic switches between the feeder and said sections, a coilconnected to each of the said sections to initially actuate one of saidswitches, normally closed mechanicallyactuated switches through whicheach of said coils is connected to ground or return-main, a second coilconnected to each work-conductor section, said second coil being inseries with the work-conductor section and adapted to temporarily holdthe switch in its own circuit closed and to temporarily hold the switchin the initially-operating circuit open, the action of said coils uponthe switch connected in the ground-circuit, being through the mechanicaloperation of the electromagnetic switch, and a circuit around said coilsto receive the discharge thereof, each of said nor mally open switchesbeing opened and closed by a single solenoid-core.

6. In an electric railway, the combination with the feeder, of a seriesof normally dead work conductor sections, normally 7 open switches forconnecting said sections with the feeder, coils connected between saidsections and the ground or return-main and in shunt to the car-drivingmotor, for initially actuating said switches, coils connected betweensaid work-conductor sections and the feeder and in series with saidcar-driving motor, for temporarily holding said switches closed,normallyclosed mechanically-actuated switches connected in the ground-circuitand controlling the same, the said closed switches being controlled bythe mechanical action of the said open switches and devices, controlledby the coils in both switch-circuits, whereby said switches arecompelled to assume their normal condition when the said coils becomedead, each of said normally open switches being opened and closed by anelectricallycontrolled solenoid-core.

7. In an electric railway, the combination with the feeder, of a seriesof normally dead work or trolley conductor sections, normally openelectromagnetic switches between the feeder and said sections, coilsconnected to the work-conductor sections to initially actuate saidswitches, and connecting the same to ground or return-main,normallyclosed mechanically-actuated switches in circuit with said coils, coilsconnected to said work-conductor sections for temporarily holding openthe normally closed switches and temporarily holding closed the normallyopen switches, and means connected to the ground or return circuitwhereby the electric current is prevented from leaking or straying froma workconductor section and accidentally operating the pick-upapparatus.

8. In an electric railway, the combination with the feeder, of a seriesof normally dead work or trolley conductor sections, normally openelectromagnetic switches between the feeder and said sections, coilsconnected to said sections to initially actuate said switches, normallyclosed mechanically actuated switches in circuit with said coils andconnecting the same to earth or return-main, said closed switches beingmechanically controlled by said electromechanical switches, coilsconnected to said sections for temporarily holding open said normallyclosed switches and temporarily holding closed said normallyopenswitches, and leak collecting devices arranged between the adjacent endsof said sections and connected to the earth or return main.

'9. In an electric railway, the combination with the feeder, of a seriesof normally dead work conductor sections, normally open switches forconnecting the said sections with the feeder, coils connected betweensaid sections and the ground or return-main and in shunt to thecar-driving motor, for initially actuating said switches, coilsconnected between said work-conductor sections and the feeder and inseries with the car-driving motor, for temporarily holding said switchesclosed, normally closed switches, which are mechanically actuated bysaid open switches, in the circuits of said shunt-coils, which aretemporarily opened during the time the switches in the series circuitsare closed, devices, controlled by the coils in both the series andshunt circuits, whereby the switches in both of said circuits are forcedto assume their normal conditions when said coils are inactive andnormally dead, means for initially actuating the normally open switcheswhen the circuit is open between the car apparatus and the feeder-main,each of said normally open switches being directly opened and closed byone solenoid-core.

10. In an electric railway, the combination with the feeder, of a seriesof normally dead work-conductor sections, normally open electromagneticswitches for connecting said sections to said feeder, normally closedswitches which are mechanically actuated by said electromagneticswitches and in a shunt-circuit, between the said conductor-sections andthe return-circuit, whereby the initially-actuating current iscontrolled, a current-collector carried by the car,a motor-generator, astorage battery connected to said motor-generator, a car-driving motor,and a controller apparatus having contacts and connections whereby inthe first position of the controller, the batterycircuit is completedthrough one part of said motor-generatorand by a further or progressivemovement of the said controller, the current-collector and the second orremaining part of the motor-generator are connected to each other and tothe car-driving motor-circuit.

11. In an electric railway, the combination with the feeder, of a seriesof normally dead work-conductor sections, normally open electromagneticswitches between the feeder and said sections, coils connected to saidsections to initially actuate said switches, normally closed switcheswhich are mechanically actuated by said open switches and in circuitwith said coils and connecting the same to the ground or return-main,coils connected to said sections for temporarily holding open saidnormally closed switches and temporarily holding closed said normallyopen switches, and devices mechanically independent of said switches andcooperating with said coils to open and close said switches.

12. In an electric railway, the combination with the feeder, of a seriesor normally dead work-conductor sect-ions, normally open electromagneticswitches between said feeder and said sections, coils connected to saidsections to initially actuate said switches, normally closed switcheswhich are mechanically actuated by said open switches and in circuitwith said coils and connecting the same to the ground or return-main,coils connected to said sections for temporarily holding open saidnormally closed switches and temporarily holding closed said normallyopen switches, and devices mechanically independent of said switches andcooperating with said coils to control said switches; the said deviceshaving a longer travel than said switches and being adapted to jolt saidswitches and thereby prevent their contacts from sticking together, eachof said normally open switches being opened and closed by one of saiddevices.

' Signed at New York city, in the county of New York and State of NewYork, this 24th day of October, A. D. 1900.

LYATES WOODS.

Witnesses:

G. T. WOODS, THos. MARTIN.

